Suspension system for a vehicle

ABSTRACT

A utility vehicle is disclosed. The utility vehicle may include storage areas under the dash. The utility vehicle may include suspension systems for utility vehicles having shocks with both a fluidic stiffness adjustment and a mechanical stiffness adjustment. The utility vehicle may include an electrical power steering.

RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.13/667,851, filed Nov. 2, 2012, titled AIR INTAKE SYSTEM FOR A VEHICLE,docket PLR-06-22542.04P-01-E which is a continuation of U.S. patentapplication Ser. No. 13/314,929, U.S. Pat. No. 8,302,711, filed Dec. 8,2011, titled SUSPENSION SYSTEMS FOR A VEHICLE, docket PLR-06-22542.04Pwhich is a divisional of U.S. patent application Ser. No. 12/134,909,U.S. Pat. No. 8,079,602, filed Jun. 6, 2008, titled SUSPENSION SYSTEMSFOR A VEHICLE, docket PLR-06-22542.03P, the disclosures of which areexpressly incorporated by reference herein.

This application is related to U.S. patent application Ser. No.12/135,107, filed Jun. 6, 2006, Docket PLR-06-22542.02P and U.S. Designpatent application Ser. No. 29/317,885, filed May 8, 2008, DocketPLR-06-22542.01P, the disclosures of which are expressly incorporated byreference herein.

FIELD OF THE INVENTION

The present invention relates generally to a vehicle and in particularto a utility vehicle having side-by-side seating.

BACKGROUND AND SUMMARY OF THE INVENTION

Utility vehicles are known. The present disclosure relates to vehicles,including utility vehicles. The present disclosure relates to utilityvehicles having storage areas under the dash. The present disclosurerelates to suspension systems for utility vehicles. The presentdisclosure relates to utility vehicles with an electrical powersteering.

In exemplary embodiment of the present disclosure, a utility vehicle isprovided. The utility vehicle, comprising a frame; a power sourcesupported by the frame; seating supported by the frame, the seatinghaving at least one seat bottom member and at least one seat backmember; an operator area adapted for use by a vehicle operator when thevehicle is in motion, the at least one seat bottom member and the atleast one seat back member being positioned within the operator area; aroll cage supported by the frame and positioned to protect the operatorarea; and a plurality of ground engaging members supporting the frameabove the ground. The plurality of ground engaging members including atleast two front ground engaging members positioned forward of theoperator area and at least two ground engaging members located rearwardof the operator area, wherein at least one of the plurality of groundengaging members are operatively coupled to the power source to propelthe utility vehicle relative to the ground. The utility vehicle furthercomprising a braking system including at least one brake operativelycoupled to at least one of the plurality of ground engaging members anda brake pedal supported by the frame, positioned in the operator area,and operatively coupled to the brake; an acceleration pedal supported bythe frame, positioned in the operator area, and operatively coupled thepower source; a dashboard supported by the frame and located above theacceleration pedal and forward of the seating; and at least one storagebin open to the operator area, supported by the frame, and positionedlower than the dashboard. In one example, the at least one storage binis positioned lower than a top portion of the seat bottom member. Inother example, the at least one storage bin is positioned opposite theseating in the operator area. In a variation thereof, the at least onestorage bin is positioned below the dashboard. In a further example, theat least one storage bin includes a first storage bin positioned to afirst lateral side of the accelerator pedal and a second storage binpositioned to a second lateral side of the accelerator pedal. In avariation thereof, the first storage bin includes a first bottom surfaceand the second storage bin includes a second bottom surface. The firstbottom surface and the second bottom surface being angled downward froma front portion of the respective storage bin to a back portion of therespective storage bin to assist in retaining cargo placed in therespective first storage bin and second storage bin. In an additionalexample, the at least one storage bin includes a plurality of storagebins as part of a under dash body panel. In a variation thereof, theutility vehicle further comprises a steering assembly including asteering rod operatively coupled to the at least two front groundengaging members and a steering wheel supported by the frame andextending into the operator area through an opening in the dashboard andan opening in the under dash body panel, the steering wheel beingoperatively coupled to the steering rod to control an orientation of theat least two front ground engaging members. In another variationthereof, the under dash body panel includes an upper portion whichdefines a glove box and the dashboard includes an opening for accessingthe glove box. In still a further example, the power source ispositioned rearward of the dashboard. In still another example, thedashboard supports a modular instrument panel which may be uncoupledfrom the dashboard.

In another exemplary embodiment of the present disclosure, a utilityvehicle is provided. The utility vehicle, comprising: a frame; a powersource supported by the frame; seating supported by the frame, theseating having at least one seat bottom surface and at least one seatback surface; an operator area adapted for use by a vehicle operatorwhen the vehicle is in motion, the at least one seat bottom surface andthe at least one seat back surface being positioned within the operatorarea; a roll cage supported by the frame and positioned to protect theoperator area; a plurality of ground engaging members supporting theframe above the ground; a dashboard body panel member supported by theframe and located above the acceleration pedal and forward of theseating, a floor body panel member supported by the frame and positionedbelow the dashboard and defining at least one floor surface; and atleast one intermediate body panel member positioned between thedashboard body panel member and the floor body panel member, wherein theat least one intermediate body panel member substantially blocks airfrom a front portion of the utility vehicle from entering the operatorarea between the dashboard body panel member and the floor body panelmember. The plurality of ground engaging members including at least twofront ground engaging members positioned forward of the operator areaand at least two ground engaging members located rearward of theoperator area, wherein at least one of the plurality of ground engagingmembers are operatively coupled to the power source to propel theutility vehicle relative to the ground. In one example, the at least oneintermediate body panel member defines at least one storage bin open tothe operator area. In a variation thereof, the at least one intermediatebody panel member includes an under dash body panel member coupled tothe dashboard body panel member and a front body panel member coupled tothe floor body panel member, the under dash body panel member and thefront body panel member overlapping and the under dash body panel memberincluding the storage bins. In another example, the at least oneintermediate body panel member define a first storage bin which isaccessible through an opening in the dashboard body panel member. In avariation thereof, the at least one intermediate body panel memberfurther defines a second storage bin open to the operator area.

In a further exemplary embodiment of the present disclosure, a vehicleis provided. The vehicle, comprising: a frame; a power source supportedby the frame; seating supported by the frame, the seating having atleast one seat bottom surface and at least one seat back surface; anoperator area adapted for use by a vehicle operator when the vehicle isin motion, the at least one seat bottom surface and the at least oneseat back surface being positioned within the operator area; a pluralityof ground engaging members supporting the frame above the ground; and abody panel defining a storage bin and supported by the frame, the bodypanel having a first portion defining a plurality of side surfaces ofthe storage bin and a back surface of the storage bin and a secondportion defining a front surface of the storage bin and an accessopening into an interior of the storage bin, wherein the second portionis coupled to the first portion through a living hinge. The plurality ofground engaging members including at least two front ground engagingmembers positioned forward of the operator area and at least two groundengaging members located rearward of the operator area, wherein at leastone of the plurality of ground engaging members are operatively coupledto the power source to propel the vehicle relative to the ground. In oneexample, the storage bin has a first width and the access opening has asecond width, the second width being less than the first width. In avariation, the storage bin is a glove box and the body panel ispositioned behind a dashboard body panel such that the access opening isgenerally aligned with a glove box opening in the dashboard body panel.

In yet a further exemplary embodiment of the present disclosure, a shockis provided. The shock, comprising: a first body member supporting apiston and having a first stop member; a second body member having asecond stop member, the first body member being received in an interiorof the second body member, the piston being received in an interior ofthe second body member; a spring being compressed between the first stopmember of the first body member and the second stop member of the secondbody member, at least one of the first stop member and the second stopmember being moveable relative to the respective one of the first bodymember and the second body member; and an air inlet member being influid communication with the interior the second body member. In oneexample, the second stop member is moveable relative to the second bodymember to adjust the compression of the spring between the first stopmember and the second stop member. In a variation thereof, the secondstop member is a ring having a threaded internal surface which engageswith a threaded external surface of the second body member. In anotherexample, an overall stiffness of the shock may be adjusted by both amechanical stiffness and a fluidic stiffness. In a variation thereof,the mechanical stiffness is adjusted by changing a separation of thefirst stop member and the second stop member. In another variationthereof, the fluidic stiffness is adjusted by passing air through theair inlet and one of into the interior of the second body member and outof the interior of the second body member.

In yet another exemplary embodiment of the present disclosure, a shockis provided. The shock comprising a first body member supporting apiston and having a first external stop member; a second body memberhaving a second external stop member, the piston being received in aninterior of the second body member; an air inlet member being in fluidcommunication with the interior the second body member; and a springbeing compressed between the first external stop member of the firstbody member and the second external stop member of the second bodymember. A stiffness of the shock being adjustable both by changing anair pressure in the interior of the second body member and changing aseparation of the first external stop member and the second externalstop member. In one example, at least one of the first external stopmember and the second external stop member is moveable relative to therespective one of the first body member and the second body member.

In still another exemplary embodiment of the present disclosure, amethod of adjusting a stiffness of a suspension of a vehicle isprovided. The method comprising the steps of providing an air shockhaving an interior for receiving compressed air to adjust a fluidicstiffness of the air shock and an external spring disposed between twostop members whose separation is adjustable to adjust a mechanicalstiffness of the air shock, a sum of the fluidic stiffness and themechanical stiffness giving an overall stiffness for the air shock; andsetting the mechanical stiffness and the fluidic stiffness to correspondto an overall stiffness for a standard setup of the suspension. In oneexample, the air shock is adjusted to a second setup wherein the airpressure in the interior of the air shock is increased by addingadditional compressed air. In a variation thereof, the second setupcorresponds to when a load is placed on the vehicle and the additionalcompressed air is added to compensate for the increased load on thevehicle. In a further variation, the pressure in the interior of the airshock is at atmosphere in the standard setup and is at a positivepressure in the second setup.

In still a further exemplary embodiment of the present disclosure, avehicle is provided. The vehicle comprising a frame; a power sourcesupported by the frame; seating supported by the frame, the seatinghaving at least one seat bottom surface and at least one seat backsurface; an operator area adapted for use by a vehicle operator when thevehicle is in motion, the at least one seat bottom surface and the atleast one seat back surface being positioned within the operator area; aroll cage supported by the frame and positioned to protect the operatorarea; a plurality of ground engaging members supporting the frame abovethe ground, the plurality of ground engaging members including at leasttwo front ground engaging members positioned forward of the operatorarea and at least two ground engaging members located rearward of theoperator area, wherein at least one of the plurality of ground engagingmembers are operatively coupled to the power source to propel thevehicle relative to the ground; a front suspension coupling a firstground engaging member of the at least two front ground engaging membersto the frame, the front suspension including a shock; and a rearsuspension coupling a first ground engaging member of the at least tworear ground engaging members to the frame, the rear suspension includesa load leveling shock. In one example, the shock of the front suspensionis an adjustable, non-load leveling shock. In another example, the shockincludes an adjustable fluidic stiffness and an adjustable mechanicalstiffness. In a variation thereof, the shock is an air shock with anexternal spring positioned between two stop members and wherein thestiffness of the shock is adjustable by both changing an air pressurewithin an interior of the shock and changing a spacing between the twostop members.

In yet still another exemplary embodiment of the present disclosure, autility vehicle is provided. The utility vehicle comprising a frame; apower source supported by the frame; seating supported by the frame, theseating having at least one seat bottom member and at least one seatback member; an operator area adapted for use by a vehicle operator whenthe vehicle is in motion, the at least one seat bottom member and the atleast one seat back member being positioned within the operator area; aroll cage supported by the frame and positioned to protect the operatorarea; a plurality of ground engaging members supporting the frame abovethe ground, the plurality of ground engaging members including at leasttwo front ground engaging members positioned forward of the operatorarea and at least two ground engaging members located rearward of theoperator area, wherein at least one of the plurality of ground engagingmembers are operatively coupled to the power source to propel theutility vehicle relative to the ground; a steering assembly including asteering rack supported by the frame and a steering wheel supported bythe frame, the steering assembly further including a power steering unitpositioned between the steering rack and the steering wheel andoperatively coupled to both the steering rack and the steering wheel;and a dashboard supported by the frame, the power steering unit beingpositioned behind the dashboard. In one example, the power steering unitis an electronic power steering unit. In another example, the utilityvehicle further comprises a parking brake input in the operator area anda gear shift input, the parking brake input being on a first side of thesteering wheel and the gear shift input on a second side of the steeringwheel. In a further example, the roll cage couples to the frame throughat least one forward attachment members and the power steering unit ispositioned rearward of the forward attachment members.

In yet still a further exemplary embodiment of the present disclosure, autility vehicle is provided. The utility vehicle comprising: a frame; apower source supported by the frame; seating supported by the frame, theseating having at least one seat bottom member and at least one seatback member; an operator area adapted for use by a vehicle operator whenthe vehicle is in motion, the at least one seat bottom member and the atleast one seat back member being positioned within the operator area; aroll cage supported by the frame and positioned to protect the operatorarea; a plurality of ground engaging members supporting the frame abovethe ground, the plurality of ground engaging members including at leasttwo front ground engaging members positioned forward of the operatorarea and at least two ground engaging members located rearward of theoperator area, wherein at least one of the plurality of ground engagingmembers are operatively coupled to the power source to propel theutility vehicle relative to the ground; and a steering assemblyincluding a steering rack supported by the frame and a steering wheelsupported by the frame, the steering assembly further including a powersteering unit positioned between the steering rack and the steeringwheel and operatively coupled to both the steering rack and the steeringwheel; wherein the power steering unit is configured to vary an amountof steering assist provided based on a speed of the vehicle. In oneexample, the amount of steering assist varies over a range of speeds ofthe vehicle. In one variation, the power steering unit provides a firstamount of assist at a first speed and a second amount of assist at asecond speed, the second speed being higher than the first speed and thesecond amount of assist being less than the first amount of assist. Inanother example, the amount of assist is provided by a speed profileselected from a plurality of speed profiles, the selection being madethrough an operator input.

The above mentioned and other features of the invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an exemplary utility vehicle;

FIG. 2 illustrates a left side view of the exemplary utility vehicle ofFIG. 1;

FIG. 3 illustrates a right side view of the exemplary utility vehicle ofFIG. 1;

FIG. 4 illustrates a top view of the utility exemplary vehicle of FIG.1;

FIG. 5 illustrates a bottom view of the utility exemplary vehicle ofFIG. 1;

FIG. 6 illustrates a front view of the utility exemplary vehicle of FIG.1; and

FIG. 7 illustrates a back view of the utility exemplary vehicle of FIG.1.

FIG. 8 illustrates a perspective view of the utility vehicle of FIG. 1with a cargo bed removed and a modular subsection spaced aparttherefrom;

FIG. 9 illustrates a front, perspective view of a frame of the utilityvehicle of FIG. 1;

FIG. 10 illustrates a side view of the frame of FIG. 9;

FIG. 11 illustrates a back, perspective view of the frame of FIG. 9;

FIG. 12 illustrates a side view of a portion of the utility vehicle ofFIG. 1 illustrating the placement of a front differential, a powersource, a transmission, and a rear differential;

FIG. 13 illustrates a portion of the operator controls of the utilityvehicle of FIG. 1 including a portion of a steering assembly, a portionof a braking system, and a portion of speed control system;

FIG. 14 illustrates a perspective view of the portion of the operatorcontrols of FIG. 13;

FIG. 15 illustrates an electrical power steering unit incorporated intoa steering assembly of the utility vehicle of FIG. 1;

FIG. 16 illustrates a non-power steering steering assembly of theutility vehicle of FIG. 1;

FIG. 17 is a representative view of a control system for the steeringassembly shown in FIG. 16;

FIG. 17A is a representative view of the power steering unit of FIG. 15;

FIG. 18 illustrates a side view of the acceleration pedal of the speedcontrol system of FIG. 13 in a non-depressed arrangement;

FIG. 19 illustrates the acceleration pedal of FIG. 18 in a fullydepressed arrangement wherein a kicker interacts with a throttle cableto adjust the rate of throttle opening;

FIG. 20 illustrates an air supply system for an engine of the utilityvehicle of FIG. 1 and an air supply system for a CVT of the utilityvehicle of FIG. 1;

FIG. 21 illustrates the two sir supply systems of FIG. 20 located in theutility vehicle of FIG. 1;

FIG. 22 illustrates a front suspension of the utility vehicle of FIG. 1including for each wheel a pair of control arms and a shock;

FIG. 23 illustrates the pair of control arm and shock of the operatorside front suspension exploded from the frame of the utility vehicle;

FIG. 24 illustrates the connection between the pair of control arms ofFIG. 23 and a wheel carrier;

FIG. 25 illustrates a top view of FIG. 24;

FIG. 26 illustrates the front suspension of FIG. 22 having the frontground engaging members coupled thereto and shown in cross section;

FIG. 27 illustrates a detail view of the operator side ground engagingmember of FIG. 26;

FIG. 28 illustrates a cross-section view of the shock of FIG. 22;

FIG. 29 illustrates a brake system of the utility vehicle of FIG. 1;

FIG. 30 illustrates an assembly of the lower body panels of an operatorarea of the utility vehicle of FIG. 1 and the seating of FIG. 1;

FIG. 31 illustrates a perspective view of the lower body panels of theoperator area of the utility vehicle of FIG. 1;

FIG. 32 illustrates the connection of a floor body panel, a first sidebody panel, a removable engine access body panel of FIG. 30;

FIG. 33 illustrates a removable storage bin stored below the seating ofthe utility vehicle of FIG. 1;

FIG. 34 illustrates the removable storage bin stored below the seatingof the utility vehicle of FIG. 1;

FIG. 35 illustrates the area corresponding to the removable storage binwhen the removable storage bin is not stored therein;

FIG. 36 illustrates a guard member provided as part of the floor bodypanel;

FIG. 37 illustrates a cross-section of the floor body panel, a frontlower body panel, and an under dash body panel and the placement of theguard member of FIG. 36;

FIG. 38 illustrates the under dash panel of FIG. 37 having a front panelfor a glove box closed;

FIG. 39 illustrates the under dash panel of FIG. 37 having a front panelfor a glove box open;

FIG. 40 illustrates an exploded assembly of the under dash body panel, adash board body panel, and a glove box cover;

FIG. 41 illustrates the assembly of FIG. 40 assembled together;

FIG. 42 illustrates a top view of the dash board body panel, a frontbody panel, and a hood;

FIG. 43 illustrates a top view of a molded hood liner componentaccessible through the hood of FIG. 42;

FIG. 44 illustrates a representative view of an accessory lift systemfor attachment to the utility vehicle of FIG. 1;

FIG. 45 illustrates an accessory lift system attached to the utilityvehicle of FIG. 1 with hydraulic lines omitted;

FIG. 46 illustrates an exploded view of portion of the accessory liftsystem of FIG. 45;

FIG. 47 illustrates an accessory uncoupled from the accessory liftsystem of FIG. 45;

FIG. 48 illustrates the coupling of a torsion bar coupled to the rearsuspension of the vehicle;

FIG. 49A and FIG. 49B illustrate an exhaust system of the vehicle; and

FIG. 50 illustrates the exhaust system coupled to the frame of thevehicle.

Corresponding reference characters indicate corresponding partsthroughout the several views. Unless stated otherwise the drawings areproportional.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as all-terrain vehicles, motorcycles,watercraft, snowmobiles, and golf carts.

Referring to FIG. 1, an illustrative embodiment of a vehicle 100 isshown. Vehicle 100 as illustrated includes a plurality of groundengaging members 102. Illustratively, ground engaging members 102 arewheels 104 and associated tires 106. Other exemplary ground engagingmembers include skis and tracks. In one embodiment, one or more of thewheels may be replaced with tracks, such as the Prospector II Tracksavailable from Polaris Industries, Inc. located at 2100 Highway 55 inMedina, Minn. 55340.

As mentioned herein one or more of ground engaging members 102 areoperatively coupled to a power source 130 (see FIG. 12) to power themovement of vehicle 100. Exemplary power sources include combustionengines and electric engines.

Referring to the illustrated embodiment in FIG. 1, a first set ofwheels, one on each side of vehicle 100, generally correspond to a frontaxle 108. A second set of wheels, one on each side of vehicle 100,generally correspond to a rear axle 110. Although each of front axle 108and rear axle 110 are shown having a single ground engaging members 102on each side, multiple ground engaging members 102 may be included oneach side of the respective front axle 108 and rear axle 110.

As configured in FIG. 1, vehicle 100 is a four wheel, two axle vehicle.In one embodiment, a modular subsections 112 may be added to vehicle 100to transform vehicle 100 into a three axle (axle 120) vehicle, a fouraxle vehicle, and so on. Modular subsections 112 includes a frame 114(see FIG. 8) which is coupled to a frame 116 (see FIG. 8) of vehicle100. Frame 114 is supported by the ground engaging members 102 of axle120. Frame 116 is supported by the ground engaging members 102 ofvehicle 100. frame 114 is coupled to frame 116 through a plurality ofconnections points (122A-D on frame 116 and 123A-D on frame 114). Theseconnection points couple frame 114 to frame 116 such that frame 114 doesnot rotate relative to frame 116.

Referring to FIG. 9, frame 116 includes a front portion 124, an operatorarea portion 126, and a rear portion 128. The construction of rearportion 128 of frame 116 including the connection points (122A-D) isgenerally the same as the corresponding portion of the frame disclosedin U.S. patent application Ser. No. 12/092,153, filed Apr. 30, 2009,Docket PLR-06-2019.01P-01, and U.S. Provisional Patent Application Ser.No. 60/918,502, filed Mar. 16, 2007, Docket PLR-06-2019.01P, thedisclosures of which are expressly incorporated by reference herein.

Turning to FIG. 12, a power source 130, illustratively a combustionengine, is supported by frame 116. Power source 130 is shown as acombustion engine. In one embodiment, power source 130 is a multifuelengine capable of utilizing various fuels. An exemplary multifuel enginecapable of utilizing various fuels is disclosed in U.S. patentapplication Ser. No. 11/445,731, filed Jun. 2, 2006, Docket No.PLR-00-1505.01P, the disclosure of which is expressly incorporated byreference herein. In one embodiment, power source 130 is a hybridelectric engine. In one embodiment, power source 130 is an electricengine.

Power source 130 is coupled to a front differential 134 and a reardifferential 136 through a transmission 132 and respective drive line138 and drive line 140. Drive line 138 and drive line 140, like otherdrive lines mentioned herein, may include multiple components and arenot limited to straight shafts. Front differential 134 includes twooutput shafts 144A and 144B (see FIG. 26), each coupling a respectiveground engaging members 102 of front axle 108 to front differential 134.In a similar fashion, rear differential 136 includes two output shafts,each coupling a respective ground engaging members 102 of rear axle 110to rear differential 136.

In one embodiment, transmission 132 includes a shiftable transmission133 (see FIG. 20) and a continuously variable transmission (“CVT”) 135(see FIG. 20). The CVT 135 is coupled to power source 130 and theshiftable transmission 133. The shiftable transmission 133 is coupled todrive line 138 which is coupled to front differential 134 and to driveline 140 which is coupled to rear differential 136. In one embodiment,the shiftable transmission 133 is shiftable between a high gear fornormal forward driving, a low gear for towing, and a reverse gear fordriving in reverse. In one embodiment, the shiftable transmissionfurther includes a park setting which locks the output drive of theshiftable transmission from rotating. Exemplary shiftable transmissionsand CVTs are disclosed in U.S. Pat. No. 6,725,962 and U.S. Pat. No.6,978,857, the disclosures of which are expressly incorporated byreference herein.

Returning to FIG. 8, frame 114 of modular subsection 112 supports adifferential 142 which is connectable to rear differential 136 through adrive line. In one embodiment, modular subsections 112 does not includea differential and thus axle 120 is an non-powered axle.

Various configurations of front differential 134, rear differential 136,and differential 142 are contemplated. Regarding front differential 134,in one embodiment front differential 134 has a first configurationwherein power is provided to both of the ground engaging members 102 offront axle 108 and a second configuration wherein power is provided toone of ground engaging members 102 of front axle 108.

Regarding rear differential 136, in one embodiment rear differential 136is a locked differential wherein power is provided to both of the groundengaging members 102 of rear axle 110 through the output shafts and, ifincluded, to an output shaft for connection to differential 142 or foruse as a power takeoff. In one embodiment, rear differential 136 is alockable/unlockable differential relative to the output shafts for rearaxle 110 and the drive shaft to be connected to differential 142 or usedas a power takeoff. When rear differential 136 is in a lockedconfiguration power is provided to both wheels of rear axle 110. Whenrear differential 136 is in an unlocked configuration, power is providedto one of the wheels of rear axle 110. In a similar fashion,differential 142 is a lockable/unlockable differential relative to theground engaging members 102 of axle 120. In a first configuration,differential 142 is locked relative to the output shafts such that poweris provided to both ground engaging members 102 of axle 120. In a secondconfiguration, differential 142 is unlocked relative to the outputshafts such that power is provided to one of the ground engaging members102 of rear axle 110.

Additional details regarding rear portion 128 of frame 116, groundengaging members 102, various drive configurations of exemplarydifferentials, and related aspects are disclosed in one or more of thefollowing applications: U.S. Provisional Patent Application Ser. No.60/918,502, titled VEHICLE, filed Mar. 16, 2007; U.S. Provisional PatentApplication Ser. No. 60/918,556, titled VEHICLE, filed Mar. 16, 2007;U.S. Provisional Patent Application Ser. No. 60/918,444, titled VEHICLEWITH SPACE UTILIZATION, filed Mar. 16, 2007; U.S. Provisional PatentApplication Ser. No. 60/918,356, titled UTILITY VEHICLE HAVING MODULARCOMPONENTS, filed Mar. 16, 2007; U.S. Provisional Patent ApplicationSer. No. 60/918,500, titled METHOD AND APPARATUS RELATED TOTRANSPORTABILITY OF A VEHICLE, filed Mar. 16, 2007; U.S. Utility patentapplication Ser. No. 12/050,048, titled VEHICLE WITH SPACE UTILIZATION,filed Mar. 17, 2008; U.S. Utility patent application Ser. No.12/050,064, titled VEHICLE WITH SPACE UTILIZATION, filed Mar. 17, 2008;U.S. Utility patent application Ser. No. 12/050,041, titled METHOD ANDAPPARATUS RELATED TO TRANSPORTABILITY OF A VEHICLE, filed Mar. 17, 2008;U.S. Utility patent application Ser. No. 12/092,151, titled UTILITYVEHICLE HAVING MODULAR COMPONENTS, filed Apr. 30, 2008; U.S. Utilitypatent application Ser. No. 12/092,153, titled VEHICLE, filed Apr. 30,2008; and U.S. Utility patent application Ser. No. 12/092,191, titledVEHICLE, filed Apr. 30, 2008 (“2019 applications”), the disclosures ofwhich are expressly incorporated by reference herein.

Returning to FIG. 1, vehicle 100 includes a bed 150 having a cargocarrying surface 152. Cargo carrying surface 152 may be flat, contoured,and/or comprised of several sections. In one embodiment, bed 150 isrigidly coupled to frame 116. in one embodiment, bed 150 is rotatablycoupled to frame 116 and may be tilted so that a front portion 154 ishigher relative to back portion 156. Back portion 156 includes atailgate 158 which may be lowered to improve ingress to and egress frombed 150. Bed 150 further includes a plurality of mounts 160 forreceiving an expansion retainer (not shown) which may couple variousaccessories to bed 150. Additional details of such mounts and expansionretainers are provided in U.S. Pat. No. 7,055,454, to Whiting et al.,filed Jul. 13, 2004, titled “Vehicle Expansion Retainers,” thedisclosure of which is expressly incorporated by reference herein. Whenmodular subsection 112 is coupled to vehicle 100, bed 150 may bereplaced with a longer bed or platform which extends over modularsubsection 112.

Vehicle 100 includes an operator area 174 generally supported byoperator area portion 126 of frame 116. Operator area 174 includesseating 176 for one or more passengers. Operator area 174 furtherincludes a plurality of operator controls 180 by which an operator mayprovide input into the control of vehicle 100. Controls 180 include asteering wheel 182 which is rotated by the operator to change theorientation of one or more of ground engaging members 102, such as thewheels associated with front axle 108, to steer vehicle 100. In oneembodiment, steering wheel 182 changes the orientation of the wheels offront axle 108 and rear axle 110 to provide four wheel steering.

Referring to FIG. 2, steering wheel 182 is moveable to provide tiltsteering through tilt steering member 183. As shown in FIG. 2, steeringwheel 182 is in a raised position 184 which is about 70 degrees abovehorizontal 190. Steering wheel 182 may be tilted downward to a position188 which is about 32 degrees above horizontal 190. Thus, steering wheel182 has a range of motion of about 38 degrees. Additional detailsregarding an exemplary tilt steering system are provided in U.S. patentapplication Ser. No. 11/494,890, the disclosure of which is expresslyincorporated by reference herein.

Referring to FIG. 4, a vehicle operator position 192 on seating 176 isrepresented. As shown in FIG. 4, a steering column 194 of steering wheel182 is centered side-to-side (arrows 196) as indicated by line 198 inthe vehicle operator position 192. Referring to FIG. 11, steering column194 is supported by bracket 210 of operator area portion 126 of frame116 as shown in FIG. 12.

Also, shown in FIG. 2, is a gear shift input control 200 which isoperatively coupled to the shiftable transmission of transmission 132 tocommunicate whether the shiftable transmission is in a low forward gear,a high forward gear, a reverse gear, neutral, and if included a parkposition. Although, gear shift input control 200 is shown as a lever,other types of inputs may be used. Gear shift input control 200 ispositioned on a right hand side of steering column 194.

A parking brake input control 202 is also shown in FIG. 2. Parking brakeinput control 202 is operatively coupled to a parking brake of vehicle100. In one embodiment, the parking brake is positioned on one of driveline 138 and drive line 140 as disclosed in the 2019 applications whichare expressly incorporated by reference herein. In one embodiment, amaster cylinder which is operatively coupled to parking brake inputcontrol 202 is positioned underneath a dashboard body member 203. Anexemplary master cylinder is disclosed in the 2019 applications, thedisclosures of which are expressly incorporated by reference. Although,parking brake input control 202 is shown as a lever, other types ofinputs may be used. parking brake input control 202 is positioned on aleft hand side of steering column 194.

Referring to FIG. 8, controls 180 also include a first foot pedal 204actuatable by the vehicle operator to control the acceleration and speedof vehicle 100 through the control of power source 130 and a second footpedal 206 actuatable by the operator to decelerate vehicle 100 through abraking system described in more detail herein. In one embodiment, pedal206 is offset to the right of steering column 194 such that both of thefirst foot pedal 204 and the second foot pedal 206 are generally in linewith a right foot of an operator (see FIG. 13).

Returning to FIGS. 9 and 11, operator area portion 126 of frame 116includes a plurality of brackets 212 which support portions of dashboardbody member 203. Further, operator area portion 126 includes as part ofthe frame weldment attachment members 214. Attachment members 214 coupleto a roll cage 220 of vehicle 100. As shown in FIG. 1, attachmentmembers 214 extend through openings in dashboard body member 203 and arecoupled to lower ends of roll cage 220. By providing attachment members214, dealer assembly of roll cage 220 to vehicle 100 upon delivery issimplified.

Referring to FIG. 3, roll cage 220 is coupled to attachment members 214and is coupled again to frame 116 just forward of bed 150. Roll cage 220include grab handles 222 on each side to assist in ingress into operatorarea 174 and egress from operator area 174. Further, a handle 226 isprovided to also assist in ingress into operator area 174 and egressfrom operator area 174 and to limit side-to-side movement of personslocated in operator area 174.

Upper portion 228 of roll cage 220 slopes downward toward the front ofvehicle 100. Although upper portion 228 slopes downward, cross members230 and 232 (FIG. 4) are at a generally equal height. By keeping crossmembers 230 and 232 at a generally equal height, a stable platform isprovided to carry cargo on top of roll cage 220. Looking at FIG. 4, rollcage 220 also narrows toward the front of vehicle 100.

In one embodiment, roll cage 220 at attachment members 214 (d1 on FIG.4) is up to about 92 percent of a width of roll cage 220 proximate tobed 150 (d2 on FIG. 4). In one embodiment, the ratio of d1/d2 is about91.3 percent with d1 being about 1387 mm and d2 being about 1518 mm(outside).

As shown in FIG. 3, seating 176 includes a seat bottom portion 234 and aseat back portion 236. Seat bottom portion 234 is tilted from horizontalby about 8.5 degrees such that the back edge of the seat bottom(proximate the bed) is lower than the front edge of the seat bottom.Seat back portion 236 is titled towards bed 150 from vertical about 17degrees. Seating 176 also includes head rests 238. In one embodiment,seating 176 is a split bench with the operator side being adjustablealong the longitudinal axis of vehicle 100.

Referring to FIG. 13, steering wheel 182 is shown coupled to steeringcolumn 194. Steering column 194 is in turn coupled to a power steeringunit 252 through a steering shaft 250 coupled to steering column 194 ata first U-joint 254 and coupled to power steering unit 252 at a secondU-joint 256. Power steering unit 252 is mounted to a bracket 213 whichorients power steering unit 252 in line with shaft 250. Power steeringunit 252 is coupled to a steering rack 258 (see FIG. 15) through a thirdU-joint 260 and a fourth U-joint 262 with a steering shaft 264 disposedtherebetween. Third u-joint 260, fourth u-joint 262, and steering shaft264 are provided to ease assembly of the steering system. However, thirdu-joint 260, fourth u-joint 262, and steering shaft 264 may be omittedsuch that power steering unit 252 is coupled directly to steering rack258.

Steering rack 258 is coupled to ground engaging members 102 of frontaxle 108 through steering rods 266A and 266B, respectively. Referring toFIG. 27, the steering rods 266 are coupled to respective steering posts268 provided on a wheel carrier 270. The movement of steering wheel 182results in the respective steering post 266 moving in one of direction272 and direction 274. This movement of the steering rod 266 istransferred to the steering post 268 which in turn causes wheel carrier270 to rotate in either direction 276 or direction 278 about an axis 280(see FIG. 24).

Referring to FIG. 16, in one embodiment, power steering unit 252 isomitted and a straight steering shaft connects steering column 194 tosteering rack 258 through steering shaft 254 and fourth u-joint 262. Inone embodiment, the gear ratio for steering rack 258 is differentdepending on whether power steering unit 252 is included (as in FIG. 15)or is omitted (as in FIG. 16). In one embodiment, the gear ration isabout 1.3 to 1 for the arrangement shown in FIG. 16 and about 1.6 to 1on the arrangement shown in FIG. 15 with power steering unit 252

Referring to FIG. 13, power steering unit 252 is generally in line withsteering shaft 250 and steering shaft 264. Power steering unit 252 maybe located at any position between steering column 194 and steering rack258. Referring to FIG. 12 12, power steering unit 252 is locatedgenerally rearward of attachment members 214 and in an area 281 asrepresented in FIG. 2. Referring to FIG. 4, area 281 is also shown.Power steering unit 252 is positioned under dashboard body member 203and behind an under dash body member 215 (see FIG. 12 for assembledlocation of power steering unit 252).

In one embodiment, power steering unit 252 is an electric power steeringunit which receives its power from the electrical system of vehicle 100.In one embodiment, power steering unit 252 is programmable to accountfor different vehicle conditions and/or operator preferences. In oneembodiment, a controller 300 has an associated memory 302 which includesone or more speed profiles 303 which define the amount current to themotor of the power steering unit which is coupled to steering shaft 264to vary the torque level of the power steering unit 252 provided tosteering shaft 264. Controller 300 provides the input to power steeringunit 252 to control the operation of power steering unit 252.

In one embodiment, a first speed profile provides that at speeds below athreshold speed that power steering unit 252 provides a first amount ofsteering effort and assist (torque level provided to steering shaft 264)and at road speeds power steering unit 252 provides a second amount ofsteering effort and assist (torque level provided to steering shaft264), the second amount being lower than the first amount. In oneexample, the second amount is no assist. In one embodiment, the amountof assist varies over a range of speeds and is not limited to simply twodiscrete speeds. A speed sensor 304 may be used as an input tocontroller 300 to provide an indication of a speed of vehicle 100.Exemplary speed sensors include a wheel speed sensor coupled to thefront axle and a sensor positioned in the shiftable transmission tomonitor the speed of the output shaft. In one example, the speed sensoris a sensor which monitors the location of the throttle, in that, it isassumed that vehicle 100 is traveling at higher speeds when the throttleis more open. In one embodiment, one or more user inputs 306 may beprovided which allow an operator to select between multiple speedprofiles 303.

Referring to FIG. 17A, an exemplary embodiment of power steering unit252 is shown. Power steering unit 252 receives a torque input 240 fromthe vehicle operator (through shaft 250), a revolutions per minute (rpm)input 242 from the power source 130, and a speed input 244 from a speedsensor 304. These inputs are provided to a controller 246 of powersteering unit 252. Controller 246 provides a current signal to anelectric motor 249. Shaft 264 is coupled to shaft 250 through powersteering unit 252. Motor 259 is also coupled to steering shaft 264through a gear set and provides assistance to rotate steering shaft 264in addition to the force applied through shaft 250 by the operator.

In one embodiment, controller 246 is controller 300. In one example,controller 246 receives a further input from user inputs 306. In oneembodiment, controller 246 is in communication with controller 300(which is external to power steering unit 252) to obtain speed profiles303 and additional inputs, such as user inputs 306.

The torque input 240 is generated by turning steering wheel 182 and ismeasured by a torque sensing device 248 which is housed within powersteering unit 252. Torque sensing device 248 measures the angulardisplacement between two shafts connected by a torsional element (one ofthe shafts responsive to the movement of steering shaft 250 or being thesteering shaft 250). The angular displacement is converted to a torquevalue. The torque value is received by controller 246 and is used bycontroller 246 to determine an amount of assist which power steeringunit 252 should provide through motor 249 and the direction in which theassist needs to be supplied (left turn or right turn). The speed input244 is also used to vary the amount of assist provided by power steeringunit 252 depending on the speed of vehicle 100. As explained herein, theamount of assist may be a function of a speed profile. In one example,the speed profile has distinct constant assist levels based on vehiclespeed. In another example, the speed profile varies over a range ofvehicle speeds. The RPM input 242 provides an indication of whetherpower source 130 is running or not running.

Returning to FIGS. 13 and 14, pedal 204 and pedal 206 are moveablycoupled to a bracket 217 which is mounted to frame 116. By mounting bothpedal 204 and pedal 206 to the same bracket 217, pedal 204 and pedal 206may be installed as a single unit.

Turning to FIGS. 18 and 19, a side view of pedal 204 is shown. Pedal 204is rotatably coupled to a pedal arm 310. Pedal arm 310 is rotatablyabout a pivot 312. A throttle cable 314 is coupled to pedal arm 310 at afirst location 316. By rotating pedal arm 310 about pivot 312 indirection 322 cable 314 is pulled from a sheath 318 generally indirection 324. Throttle cable 314 is coupled to power source 130 tocontrol the operation of power source 130.

Referring to FIG. 19, as pedal arm 310 is rotated in direction 322 akicker 320 contacts throttle cable 314. Pedal 204 is shown fullydepressed in FIG. 19 while pedal 204 is not depressed in FIG. 18. Asshown in FIG. 18, first location 316 is spaced apart from pivot 312 by adistance 11 while kicker 320 is spaced apart from pivot 312 by adistance 12. As pedal 204 moves from the position in FIG. 18 to theposition in FIG. 19, pedal arm 310 is rotated about one-half of the waybefore kicker 320 contacts throttle cable 314. At this point throttlecable 314 has been advanced a first distance from sheath 318. Oncekicker 320 contacts throttle cable 314, throttle cable 314 is advanced asecond distance in direction 324 from sheath 318 as pedal arm 310 isrotated the second one-half way to the position in FIG. 19. The seconddistance being larger than the first distance. In one embodiment, atotal distance is equal to the first distance plus the second distance,the second distance being about 75 percent of the total distance. Assuch, the first distance correlates to the throttle body being opened byabout 25 percent (through 50 percent depression of pedal 204) and thesecond distance correlates to the throttle body being opened by about 75percent (through 100 percent depression of pedal 204).

The presence of kicker 320 assists in the drivability of vehicle 100. Atlow speeds over bumpy terrain, as the operator foot bounces relative topedal 204, the effect of unintended depressions of pedal 204 isminimized while at high speeds on smooth terrain the response to adepression on pedal 204 is increased.

In one embodiment, a position of pedal 204 is sensed by a sensor whichcommunicates the position of pedal arm 310 to controller 300. Controller300 may then have various profiles to correspond to the non-linearity ofthe response of the throttle body due to the position of pedal arm 310.In one embodiment, an operator may select a predetermined mode having apredetermined profile. In one example mode, the upper speed of vehicle100 may be limited by correlating the full depression of pedal 204 tothe selected upper speed, such as 25 miles per hour.

Referring to FIG. 20, the air intake system for power source 130 isshown. An air inlet box 330 which receives fresh air and is generallypositioned in area 332 (see FIG. 4) and is generally at a height equalto headlights 334. Air exits air inlet box 330 and travels through anair duct 336 to a resonator box 338. Resonator box 338 is positionedbehind seating 176 (see FIG. 21). Air passes from resonator box 338through air duct 340 to an air filter 342. Air passes through the filterin air filter 342 through an air duct 344 and into power source 130.

A CVT air box 350 is also shown in FIG. 20. CVT air box 350 includes anair inlet 352 through which fresh air enters. The air travels throughair box 350 and through air duct 354 into clutch housing 356. As shownin FIG. 21, CVT air box 350 is positioned in the back of seating 176.Traditionally the air box for the CVT is positioned forward of theoperator area. By placing CVT air box 350 behind seating 176, at leasttwo benefits are realized. First, the length of air duct 354 is reducedwhich results in better cooling for the air in clutch housing 356. Thisincreases the life of the belt used in CVT 135. In one embodiment, thebelt temperatures are about twenty degrees lower than having CVT air box350 positioned forward of operator area 174. Second, the amount of dustwhich enters CVT air box 350 is about the same when traveling alone invehicle 100 and while following another vehicle 100.

Referring to FIG. 21, a fuel storage tank 360 is shown. Third u-joint260 provides fuel to power source 130. In one embodiment, fuel storagetank 360 includes a tank vent having a roll valve which closes the tankvent when vehicle 100 rolls over, such as in an accident.

Vehicle 100 includes four wheel independent suspension. Referring toFIG. 8, each of ground engaging members 102 of rear axle 110 is coupledto frame 116 through a rear suspension 370. Rear suspension 370 includesa lower control arm 372 and an upper control arm 374 and a shock 376.Exemplary shocks 376 include springs and gas shocks. Shock 376 iscoupled at a first end to upper control arm 374 of rear suspension 370and at a second end to frame 116. Frame 116 includes multiple attachmentlocations for mounting shock 376. Additional details regarding the rearsuspension 370 is found in the 2019 applications, the disclosures ofwhich are incorporated by reference.

In one embodiment, shock 376 are load leveling shocks. In oneembodiment, shock 376 are Nivomat shocks which are self leveling shocks.Shock 376 want to stay at the same height, commonly known as the ridezone. As such, if a load is placed in bed 150, shock 376 is shortenedand enters a pumping zone. When in the pumping zone, every bump vehicle100 hits is actually assisting in the pumping of fluid into a chamberwithin shock 376 which increases the air pressure in shock 376,resulting in an air spring in shock 376 being raised back up to thedesired height for the ride zone. If the load is removed from bed 150,shock 376 goes above the ride zone and pressure bleeds off to returnshock 376 to the ride zone.

In one embodiment, the range of suspension travel (upward movement oflower control arm 372 and upper control arm 374) is about 7.5 inches. Inone embodiment, with the shock 406 the range of suspension travel ofsuspension 370 is about 9 inches.

Referring to FIG. 48, a stabilizer or torsion bar 380 is coupled toinner hub assembly 382 of ground engaging member 102 by rod 384 (Sameconfiguration on both sides of rear axle 110). Torsion bar 380 is alsocoupled to frame 116 through bracket 381 and clamp bodies 383. Moreparticularly, rod 384 has an upper end 386 which is received in anopening through torsion bar 380 and a lower end 388 which is receivedthrough an opening in lower control arm 372. Both upper end 386 andlower end 388 carry a pair of bushing 390 (one on each side of therespective torsion bar 380 and lower control arm 372) and a retainer392.

Rod 384 further includes an upper stop 394 and a lower stop 396 coupledto the shaft of the rod 384. Upper stop 394 interacts with the bushing390 adjacent to torsion bar 380 to limit the upward movement of rod 384.Lower stop 396 interacts with the bushing 390 adjacent to lower controlarm 372 to limit the downward movement of rod 384. Further, a guard 398is coupled to lower control arm 372 with couplers to protect rod 384from debris.

The length of rod 384 may be adjusted to accommodate differentsuspensions. Also, the durometer of bushings 390 may be adjusted tochange the compliance in the system.

Referring to FIGS. 22 and 23, each of ground engaging members 102 offront axle 108 are coupled to front portion 124 of frame 116 throughfront suspensions 400. Front suspension 400 for the left side of vehicle100 is described herein and is equally applicable to the frontsuspension 400 which is a mirror thereof.

Front suspensions 400 includes a lower control arm 402, upper controlarm 404, and a shock 406. Referring to FIG. 24, each of lower controlarm 402 and upper control arm 404 are A-arms and are coupled at a firstend to wheel carrier 270 through respective ball joints 408 and 410. Theball joints 408 and 410 permit the rotation of wheel carrier 270 aboutaxis 280 in direction 276 and direction 278. Wheel carrier 270 includesa bearing 412 to which a hub 413 is coupled. Hub 413 is in turn coupledto ground engaging members 102. In one embodiment, the range ofsuspension travel (upward movement of lower control arm 372 and uppercontrol arm 374) is about 9.625 inches.

Lower control arm 402 includes attachment member 412 and attachmentmember 414 which are coupled to front portion 124 of frame 116 throughrespective couplers and upper control arm 404 includes attachment member416 and attachment member 418 which are coupled to front portion 124 offrame 116 through respective couplers. Each of attachment members412-418 are received by respective attachment members 422-428 of frontportion 124 of frame 116 as shown in FIG. 23.

Referring to FIG. 10, attachment members 422-428 of front portion 124are angled from horizontal. Front portion 124 is coupled to theremainder of frame 116 and is angled upward relative to the skid plate117 (see FIG. 9) of frame 116. In one embodiment, front portion 124 isangle at least about 4.5 degrees upward. In one embodiment, frontportion 124 is angled about 4.5 degrees upward. As shown in FIG. 10,attachment members 422 and 424 are in line (see line 430 in FIG. 10) andare also angled upward by the same amount as front portion 124.Attachment members 426 and 428 are in line (see line 432 in FIG. 10) andnon-parallel with attachment members 422 and 424. In one embodiment,attachment members 426 and 428 are angled upward more relative to skidplate 117 than attachment members 422 and 424 such that line 430 andline 432 intersect at point 434 as seen from the side view of FIG. 10.In one embodiment, attachment member 426 and 428 are angled at leastabout 8.75 degrees upward relative to skid plate 117. In one embodiment,attachment member 426 and 428 are angled about 8.75 degrees upwardrelative to skid plate 117.

Attachment members 426 and 428 are positioned outward from attachmentmembers 422 and 424. In one embodiment, attachment members 422 and 424are positioned outward from a longitudinal center plane by about 5.9inches and attachment members 426 and 428 are positioned outward fromthe longitudinal center plane by about 7.3 inches. In one embodiment,attachment members 422-428 are positioned in the same plane vertically.

By having upper control arm 404 at a steeper angle than lower controlarm 402, ball joint 410 associated with upper control arm 404 travelsthrough a different arc than ball joint 408 associated with lowercontrol arm 402. This results in an increase in the caster angle whichis the angle axis 280 makes with a vertical axis 440 which intersectsaxis 280 along a rotational axis 464 of hub 413. Additional detailsregarding the caster angle of dual control arm suspensions are providedin U.S. Pat. No. 6,942,050, the disclosure of which is expresslyincorporated by reference herein.

The increase in caster increases the stability of vehicle 100 to want tocontinue to proceed straight forward. This is beneficial in manysituations. A first example situation is when the brakes of vehicle 100are applied quickly, such as when something darts in front of vehicle100. The front of vehicle 100 dives meaning front portion 124 becomescloser to the ground which causes the rotation of lower control arm 402and upper control arm 404 which in turn increases the caster. Thisincrease in caster keeps vehicle 100 traveling generally straightinstead of wanting to swerve to one side or the other. Second, theincrease in caster works to counteract the magnitude that front portion124 dives when the brakes are applied. This is because as frontsuspension 400 is moving up the increase in caster is trying to rotatewheel carrier 270 toward operator area 174 while the brakes and groundengaging members 102 are trying to rotate wheel carrier 270 away fromoperator area 174. The increase in caster effectively reduces the desireto rotate ground engaging members 102 away from operator area resultingin lowering the magnitude of the dive of front portion 124.

The angling of front portion 124 results in a greater ground clearancefor the front of vehicle 100. Further, the angling of lower control arm402 and upper control arm 404 relative to horizontal results in arecessional wheel travel when bumps are encountered. If lower controlarm 402 and upper control arm 404 were parallel, such as both beingabout 4.5 degrees from horizontal, then ground engaging members 102would have a recessional wheel travel and move linearly along a lineangled 4.5 degrees from vertical back towards operator area 174. Sincelower control arm 402 and upper control arm 404 are angled at twodifferent angles from horizontal, ground engaging members 102 does nottravel linearly rearward, but rather moves through an arc 452 (see FIG.10).

Referring to FIG. 10, lines 430 and 432 intersect at point 434. Thecenter of hub 413 is represented by point 450. As lower control arm 402and upper control arm 404 move upward, point 450 moves generally alongan arc 452 centered on point 434. As such, by moving point 434 closer topoint 450, ground engaging members 102 moves backward toward operatorarea 174 at a higher rate than illustrated and alternatively by movingpoint 434 further from point 450, ground engaging members 102 movesbackward toward operator area 174 at a lower rate than illustrated. Therecessional wheel travel assists when bumps are encountered becauseground engaging members 102 is moving backward with the bump whichresults in less of a jolt to the operator.

Referring to FIG. 27, upper and lower ball joints 408 and 410 togetherdefine an axis of rotation 440, commonly referred to the kingpin axis.The closer to vertical that axis 440 is the easier it is to turn groundengaging members 102. Turning of steering wheel 182 rotates groundengaging members 102 about axis 440. A central plane of wheel 104defines a front wheel center axis 460. A king pin offset 462 is definedas the distance between the king pin axis 440 and the wheel center axis460, as measured along the rotational axis 464 of hub 413. The ride andhandling characteristics of vehicle 100 are generally improved byreducing the king pin offset 462. The king pin offset 462 is a momentarm, so every time a ground engaging member 102 hits a bump the king pinoffset 462 is creating the steering torque (i.e. the desire to haveground engaging members 102 turn). By shortening king pin offset 462,the less effort it takes to turn steering wheel 182 and the lesssteering torque you receive back through steering wheel 182, such as dueto bumps.

In the illustrative embodiment, the king pin offset 462 is less thanabout 54 millimeters (“mm”), and is illustratively equal to about 53.17mm. Additional details regarding the advantages of reducing the king pinoffset are disclosed in U.S. patent application Ser. No. 12/069,521,filed Feb. 11, 2008, Docket PLR-02-1962.04P, the disclosure of which isexpressly incorporated by reference herein.

As shown in FIG. 27, ball joints 408 and 410 are tucked inside of wheel104. In the illustrated embodiment, wheel 104 is a 12 inch rim. In orderto package ball joints 408 and 410 inside of wheel 104, brake 480 wasmoved to a location on the front side of ground engaging members 102.

Referring to FIG. 29, brake 480 is a disc brake and includes a disc 482coupled to hub 413 and a brake unit 484 coupled to wheel carrier 270. Inone embodiment, brake unit 484 is a dual piston brake unit as describedin U.S. patent application Ser. No. 12/092,153, filed Apr. 30, 2009,Docket PLR-06-2019.01P-01, and U.S. Provisional Patent Application Ser.No. 60/918,502, filed Mar. 16, 2007, Docket PLR-06-2019.01P, thedisclosures of which are expressly incorporated by reference herein.Brake 480 further includes a brake disc scraper 486 which removes debrisfrom disc 482 as it rotates in direction 488.

Referring to FIG. 26, a width of vehicle 100 from an outside of frontwheel 106 to the outside of the other front wheel 106 is about 58.2inches (w3 shown on FIG. 26 is about 29.1 inches). A width of vehicle100 from an inside of front wheel 106 to the inside of the other frontwheel 106 is about 44.4 inches (w2 shown on FIG. 26 is about 22.2inches). As such, a width of vehicle 100 from the center plane of frontwheel 106 to the center plane of the other front wheel 106 is about 51.3inches. Also shown on FIG. 26, a width of front portion 124 fromattachment member 422 on a first side to attachment member 422 on theother side is about 11.8 inches (w1 shown on FIG. 26 is about 5.9inches). A length of lower control arm 402 is about 18.6 inches (CAshown on FIG. 26). A high ratio of lower A arm length (2*CA) to vehiclewidth (w2+(w3−w2)/2) is desired. In the illustrated embodiment, thisratio is about 73 percent. In one embodiment, the ratio is at leastabout 73 percent.

Referring to FIG. 23, shock 406 is shown. Shock 406 is a gas shockhaving an upper end 489 rotatably coupled to a cross bar 490 of frontportion 124 at either location 492 or location 494. Location 494 isoutboard from location 492 and provides a stiffer setup for frontsuspensions 400. Additional details regarding multiple shock setups aredisclosed in U.S. patent application Ser. No. 12/092,153, filed Apr. 30,2009, Docket PLR-06-2019.01P-01, and U.S. Provisional Patent ApplicationSer. No. 60/918,502, filed Mar. 16, 2007, Docket PLR-06-2019.01P, thedisclosures of which are expressly incorporated by reference herein. Alower end 496 of shock 406 is coupled to a bracket 498 supported byupper control arm 404.

Referring to FIG. 28, a representative cross-section of shock 406 isshown. As shown in FIG. 26, shock 406 includes a first body member 500and a second body member 502. Second body member 502 has a smallerdiameter than first body member 500 and is received in an interiortherein. Second body member 502 is moveable relative to first bodymember 500 in direction 504 and direction 506. Second body member 502has coupled on a first end a piston 508 which seals against an interiorwall 509 of first body member 500 through a seal 510. Piston 508 has acentral opening which receives a guide shaft 512 which is coupled tofirst body member 500. Piston 508 seals against an exterior surface 514of guide shaft 512 through seal 516. As such, an air chamber 522 infirst body member 500 is generally isolated from an air chamber 524 insecond body member 502.

As second body member 502 moves in direction 504, piston 508 also movesin direction 504. Guide shaft 512 has coupled at an end 518 a dampingpiston 520. Damping piston 520 includes a plurality of apertures whichpermit air in air chamber 524 to pass therethrough. Damping piston 520serves to act as a stop limiting the travel of second body member 502 indirection 506. Damping piston 520 also serves to resist the movement ofsecond body member 502 in direction 504.

Compressed air is provided to air chamber 522 from a source ofcompressed air 530 through an air inlet valve 532 which is in fluidcommunication with air chamber 522 through a fluid conduit not shown inthe present cross section. Increasing the pressure of the air within airchamber 522 increases a fluidic stiffness of shock 406 while decreasingthe pressure of the air within air chamber 522 decreases a fluidicstiffness of shock 406.

Shock 406 also has a mechanical stiffness adjustment. First body member500 has coupled thereto a stop member 540. Second body member 502 hascoupled thereto a stop member 542. Compressed between stop member 540and stop member 542 is a spring 544. Spring 544 provides a force whichwants to expand the separation of stop member 540 and stop member 542and thus resists the movement of second body member 502 in direction 504relative to first body member 500.

At least one of stop member 540 and stop member 542 is movable relativeto first body member 500 and second body member 502, respectively.Illustratively, stop member 540 is threadably engaged with an exteriorsurface 546 of first body member 500. Stop member 540 may be advanced indirection 506 by rotating stop member 540 relative to first body member500 in a first direction and may retreat in direction 504 by rotatingstop member 540 in a second, opposite direction. By advancing stopmember 540 in direction 506, a mechanical stiffness of shock 406 isincreased while retreating stop member 540 in direction 504 a mechanicalstiffness of shock 406 is decreased.

As described herein, shock 406 has two methods to vary an overallstiffness of shock 406. The overall stiffness is a combination of afluidic stiffness and a mechanical stiffness. As such, the overallstiffness of shock 406 may be decreased by reducing the mechanicalstiffness, reducing the fluidic stiffness, or reducing both themechanical stiffness and the fluidic stiffness and the overall stiffnessof shock 406 may be increased by increasing the mechanical stiffness,increasing the fluidic stiffness, or increasing both the mechanic

Shock 406 provides a gas shock which is capable of functioning atatmospheric pressure in air chamber 522 and at a positive pressure inair chamber 522. In one embodiment, air chamber 522 is at atmosphericpressure for a standard setup. Thus, in the standard setup spring 544 isproviding the stiffness of shock 406. The stiffness may be adjusted bymoving stop member 540. When a load is placed on vehicle 100, such asthe attachment of a plow, a positive pressure is introduced into airchamber 522 to increase the overall stiffness of shock 406. This returnsshock 406 to its standard setting length and vehicle 100 to its standardsetting height. Once the load is removed from vehicle 100, the positivepressure in air chamber 522 may be bled off to return air chamber 522 toatmospheric pressure and the standard setup.

In one embodiment, the source of compressed air 530 is external tovehicle 100, such as an air compressor at a gas station. To vary the airpressure, an operator of vehicle 100 would simply travel to the locationof the air compressor or bring the air compressor to vehicle 100 (in thecase of a portable home air compressor) and attach the air compressor toair inlet valve 532 to provide additional air to air chamber 522.

In one embodiment, vehicle 100 includes an onboard air compressor assource of compressed air 530. A user input is provided, such as ondashboard body member 203, whereby an operator may activate the onboardcompressor to provide additional air to air chamber 522. In thisembodiment, controller 300 is able to provide pressurized air to airchamber 522 and a controlled valve is able to bled air from air chamber522. In one embodiment, controller 300 stores a plurality of pressuresettings in memory 302. A user through the user input selects one of thestored pressure settings and controller 300 controls the onboardcompressor and/or the controlled valve to adjust the pressure in airchamber 522. In this manner, a first pressure setting could correspondto a standard setup and a second pressure setting could correspond to aplow accessory setup or a setup for a particular terrain type.

In one embodiment, shock 406 is provided on both front suspensions 400and rear suspension 370 to provide adjustment on all four groundengaging members 102 with either a stand alone source of compressed air530 or an onboard source of compressed air 530. In one embodiment,controller 300 controls the pressure in each of all four shock 406provided as part of rear suspension 370 and front suspensions 400.

Referring to FIG. 30, seating 176 is shown in combination with a floorbody panel 560, a first side body panel 562, a second side body panel564 (see FIG. 31), and a removable under seat body panel 566. Seat bodypanel 566 is removable to allow access to power source 130. Referring toFIG. 32, seat body panel 566 includes a plurality of retainers 570 whichinteract with portions 572 of floor body panel 560. In the illustratedembodiment, retainers 570 are clips which clip over wedge shapedportions 572.

Seat body panel 566 is further coupled to floor body panel 560 throughconnectors received in openings 574 in seat body panel 566 and openings576 in floor body panel 560. Seat body panel 566 is further coupled tofirst side body panel 562 through connectors received in openings 578 inseat body panel 566 and openings 580 in first side body panel 562 and iscoupled to second side body panel 564 through similar connections. Seatbody panel 566 is removed to permit access to power source 130 byremoving the connectors attaching seat body panel 566 to floor bodypanel 560, first side body panel 562, and second side body panel 564 andthen rotating and lifting seat body panel 566 relative to floor bodypanel 560 to uncouple retainers 570 from portions 572.

Power source 130 may also be accessed by rotating seat bottom portion234 forward. Referring to FIG. 30, a latch lever 590 is provided thatreleases the back portion of seat bottom portion 234 allowing the backportion of seat bottom portion 234 to rotate forward. Referring to FIGS.33-35, another reason for rotating seat bottom portion 234 forward is toaccess and/or remove a storage bin 592 from below the operator's seat.With storage bin 592 removed access to CVT 135 is more accessible asshown by comparing FIG. 34 and FIG. 35.

Referring to FIG. 36, floor body panel 560 is shown with the locationsof pedal 204 and pedal 206. Floor body panel 560 further includes aguard member 594. Guard member 594 is positioned to prevent the foot ofa passenger from entering vehicle operator position 192 andinadvertently depressing pedal 204. In the illustrated embodiment, guardmember 594 does not extend across to seat body panel 566, but is ratherlocalized in the area corresponding to pedal 204. Referring to FIG. 37,guard member 594 includes a first surface 596 which is generallyparallel with pedal 204 and a height which is below a top edge of pedal204 when pedal 204 is in the non-depressed position shown in FIG. 37.

As shown in FIG. 37, a front body panel 598 is shown which is coupled tofloor body panel 560. A lower portion 600 of front body panel 598 isreceived in a groove 602 in floor body panel 560. At an upper portion604 front body panel 598 overlaps dash body member 215. As such dashbody member 215, floor body panel 560, and front body panel 598cooperate to close of operator area 174 below dashboard body member 203such that air from a front of vehicle 100 in direction 606 is restrictedfrom entering operator area 174 between dash body member 215 and frontbody panel 598 and between floor body panel 560 and front body panel598.

Referring to FIGS. 38 and 39, under dash body member 215 includes aplurality of storage bins 620, 622, and 624 which are positioned lowerthan dashboard body member 203. In one embodiment, each of storage bins620, 622, and 624 are positioned below a seating surface of seat bottomportion 234. As shown in FIG. 38, storage bin 620 is positioned to theleft of opening 626 for tilt steering member 183. Storage bin 622 isgenerally centered with vehicle 100. Storage bin 624 is positionedgenerally in a passenger area of operator area 174. Each of storage bins260, 262, and 264 are angled such that a back portion of the respectivestorage bin is lower than a front portion of the respective storage bin.This is shown in FIG. 37 for storage bin 262.

Referring to FIG. 39, under dash body member 215 further includes aglove box compartment 630. Glove box compartment 630 has a first widthindicated by reference number 632. Also provided as part of under dashbody member 215 is a front cover 634 for glove box compartment 630.Front cover 634 is coupled to the remainder of under dash body member215 through a living hinge 636. Front cover 634 may be folded over theopening defined by glove box compartment 630 to produce a glove box withan access opening having a width indicated by reference number 638.Front cover 634 permits a large glove box compartment 630 to have asmaller access opening while ensuring that the contents of glove boxcompartment 630 do not inadvertently fall out of glove box compartment630. In one embodiment, front cover 634 is screwed to the remainder ofunder dash body member 215 to secure it in place. Under dash body member215 also includes a series of clips which form apart of the hinge for acover 642 (see FIG. 40) of glove box compartment 630.

Referring to FIG. 41, under dash body member 215, dashboard body member203, and glove box cover 642 are shown assembled together. Dashboardbody member 203 also includes cup holders 643 and a modular body member644 which provides a plurality of instrumentation regarding theoperation of vehicle 100. Modular body member 644 is removable relativeto dashboard body member 203. This is useful when assembling electricalaccessories to vehicle 100 in that it is easier to retrieve wires withmodular body member 644 removed. It also facilitates upgrades to vehicle100, such as the inclusion of a navigation system. Also, a first modularbody member 644 may be used with a first power source 130 and a secondmodular body member 644 may be used with a second power source 130.

Referring to FIG. 42, vehicle 100 also includes a hood 650 which isrotatable upward as shown in FIG. 42. Underneath hood 650 is a hoodliner 652. Hood liner 652 is shown in FIG. 43. hood liner 652 includesbins 654 for holding up to two batteries and integrated supports 656molded in to support various components, such as a fuse box.

Referring to FIG. 44, a representation of an accessory lifting unit 700is shown. Lifting unit 700 includes a frame 702 which supports ahydraulic system 704. Hydraulic system 704 includes one or morehydraulic reservoirs 706, one or more hydraulic pumps 708, and one ormore hydraulic cylinders 710. The hydraulic cylinders 710 are in fluidcommunication with pumps 708 and reservoirs 706. Hydraulic cylinders 710are further coupled to a lifting arm 712 to move the lifting arm 712relative to frame 702. An accessory 714 may be coupled to lifting arm712 and moveable therewith. Exemplary accessories include plows,buckets, hooks, and other suitable accessories. In one embodiment, suchas a bucket accessory, the accessory is coupled to one of hydrauliccylinders 710 to actuate the movement of a first portion of theaccessory relative to a second portion of the accessory (such as to dumpa bucket). The movement of the hydraulic cylinders 710 being governed byinputs to an operator input unit 716 which controls pumps 708.

Lifting unit 700 is a self contained system and is coupled to vehicle100 through a mechanical connection 718 and an electrical connection720. Electrical connection 720 provides the power needed for liftingunit 700 and/or the connection to operator input 716 which may bepositioned in operator area 174, such as supported by dashboard bodypanel 203.

Referring to FIGS. 45-47, an exemplary embodiment of accessory liftingunit 700 is shown coupled to vehicle 100. As shown in FIG. 45, twohydraulic cylinders 710A and 710B are shown. Cylinder 710A is coupled toframe 702 and lifting arm 712 and is actuatable to move lifting arm 712relative to frame 702. Cylinder 710A is coupled to lifting arm 712 andaccessory 714 and is actuatable to move accessory 714 relative to frame702.

Referring to FIG. 46, a front bumper 732 is coupled to frame 116 ofvehicle 100. A frame 730 is coupled to front bumper 732 at locations 734with couplers. Frame 730 includes features 736 which along with features738 interact with a coupler which makes the mechanical connection 718 tocouple accessory lifting unit 700 to frame 730. In embodiment, thecoupler which makes the mechanical connection is the BOSS brandSmartHitch 2 system used with the BOSS brand snow plow available fromNorthern Star industries located in Iron Mountain, Mich. 49801-0787. TheBOSS brand SmartHitch 2 system is also used to couple accessory 714 tolifting arm 712.

Referring to FIGS. 49A, 49B, and 50, the exhaust system 750 is shown.Referring to FIG. 50, an exhaust conduit 752 is coupled to power source130. The exhaust conduit 752 travels back along frame 116 and isreceived in a muffler 754. Referring to FIG. 49B, exhaust conduit 752 iscoupled to a bracket 756 through a spring 758. Bracket 756 is in turncoupled to frame 116.

Muffler 754 receives an end of exhaust conduit 752 and includes aplurality of hooks 760 which are received in grommets 762 carried by abracket 764. Exhaust exits muffler 754 through a tail pipe 772. Bracket764 is in turn coupled to frame 116. Muffler 754 is coupled to exhaustconduit 752 through springs 770. As such, exhaust conduit 752 is notrigidly coupled to frame 116, but rather floats relative to frame 116.Without springs 770 coupling muffler 754 to exhaust conduit 752, muffler754 may be moved in direction 774 and removed from frame 116.

While this invention has been described as having an exemplary design,the present invention may be further modified within the spirit andscope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

1. A shock, comprising: a first body member supporting a first pistonand having a first stop member; a second body member having a secondstop member, the second body member being received in an interior of thefirst body member and the first piston being received in an interior ofthe second body member, the second body member including a second pistonreceived in the first body member; a spring being compressed between thefirst stop member of the first body member and the second stop member ofthe second body member, at least one of the first stop member and thesecond stop member being moveable relative to the respective one of thefirst body member and the second body member; and an air inlet memberbeing in fluid communication with the interior the first body member. 2.The shock of claim 1, wherein the second stop member is moveablerelative to the second body member to adjust the compression of thespring between the first stop member and the second stop member.
 3. Theshock of claim 1, wherein the second stop member is a ring having anopening which receives the second body member.
 4. The shock of claim 3,wherein the second stop member has a threaded internal surface whichengages with a threaded external surface of the second body member. 5.The shock of claim 1, wherein an overall stiffness of the shock may beadjusted by both a mechanical stiffness and a fluidic stiffness.
 6. Theshock of claim 5, wherein the mechanical stiffness is adjusted bychanging a separation of the first stop member and the second stopmember.
 7. The shock of claim 5, wherein the fluidic stiffness isadjusted by passing air through the air inlet and one of into theinterior of the first body member and out of the interior of the firstbody member.
 8. The shock of claim 1, wherein the first stop member ismoveable relative to the first body member and the second stop member ismoveable relative to the second body member.
 9. The shock of claim 1,wherein the first stop member is a first ring which receives the firstbody member, the first ring being movable relative to the first bodymember, and wherein the second stop member is a second ring whichreceives the second body member, the second ring being movable relativeto the second body member.
 10. The shock of claim 1, wherein the secondpiston is coupled to an end of the second body member.
 11. The shock ofclaim 10, wherein the second piston carries a seal, the seal beingspaced apart from the second body member.
 12. The shock of claim 10,wherein the second piston is threadably coupled to the second bodymember.
 13. The shock of the claim 10, wherein the second pistonincludes a central opening which receives a guide shaft, the guide shaftbeing coupled to the first body member.
 14. The shock of claim 13,wherein the guide shaft supports the first piston.
 15. The shock ofclaim 14, wherein the guide shaft is coupled to the first body memberproximate a first end of the guide shaft and the first piston issupported by the guide shaft proximate a second end of the guide shaft.16. The shock of claim 15, wherein the first piston is positionedbetween the second end of the guide shaft and the second piston.
 17. Theshock of claim 16, wherein the first piston is a dampening piston.